Steam engine



(No Model.) 3 Sheets-Sheet 1.

W. K. AUSTIN.

STEAM ENGINE.

No. 383,430 Patented May 29, 1888.

IlllllllllllllIllllllllll! Jillllllllllllll lllllML AMQQ (No Model.) 3Sheets-Sheet 2.

W. K. AUSTIN.

STEAM ENGINE.

Patented May 29, 1888.

Em /M2 yZMQZmI Q m N. PLYERS, Pnoxo-Lnho m hu. WasMnglun. 1.7.0.

(No Model.) 3 Sheets-Sheet 3.

w.. K. AUSTIN.

STEAM ENGINE.

No. 383,430. Patented May 29, 1888 N. PFI'ERS, Phulo-Lithngrapher.Walhlnginm D. C.

I cduetionvalves and the mechanism by which ivrrnn ra'rns WILLIAM K.AUSTIN, OF

PATENT OFFICE.

BROOKLYN, NEW YORK.

-STEAMENG|NE.

SPECIFICATION forming part of Letters Patent No. 383,430, dated May 29,1888.

Application filed December 23, 1886. Serial No. 222,867. (No model.)

To all whom, it may concern: 7

Be it known that l, \VILLIAM K. Aos'rIN, of Brooklyn, in the county ofKings and State of New York, have invented a new and usefulSteam-Engine, of which the following is a specification.

This invention, which has relation to reciprocating steam-engines,comprehendsimproveinents upon the stationary parts and the mechanism ofengines, and also new and original constructions and modes of operationof various parts thereof.

Specifically myinvention relates to improvements on the steam-chest andsteam and we haust chambers; to the induction and exhaust valves and theoperation thereof; to the out off valves and devices for operating thesame; to reversing mechanism for stationary engines; to the cutoff-valvegear and means of equalizing the cutoff for both sides of the piston;and, lastly, to details of construction and arrangement of themechanism, which will be fully described farther on in thisspecification and summarized in the claims.

The objects of my invention are, first, to balance the valves ofsteamengines; second, to admit and out off the steam quickly with a slowmotion of the valves; third, to insure even wearing of the valves andvalve-seats and provide for taking up wear and preventing leakage;fourth, to make the valves of automatic cut-offengines independent ofthecut-off mechanism and to operate them positively; fifth, to simplify theadjustment of the induction and they are operated; sixth, to providemeans for easily and quickly reversing automatic cutoff engines;seventh, to reverse engines by changing the valves directly andpositively instead of through the valve-gear; eighth, to make thecut-off valves and valve-gear independent of the steam-valves and tooperate them by indepemlent positive acting mechanism; ninth, toequalize the cutoff for both strokes of the piston and obtain a steadierrunning of the engine.

In the accompanying drawings, Sheet I, Figure 1 represents a sideelevation of my improved steam-engine; Fig. 2, a plan of the same. Sheetll: Fig. 3 represents a vertical transverse section of the cylinder ofthe en gine taken in the plane of the axis of the induction-valve andshowing the valve in sectional end elevation; Fig. 4, an enlarged1ongitudinal section of the cylinder, showing one of theinduction-valves and one of the eduction-valves in cross-section. Fig. 5represents the cutoff-valve gear; Fig. 6, a front view, and Fig. 7 k avertical section, of the reversingclutch; Fig. 8, a detail of part ofthe valvegear; Sheet III: Fig. 9, a sectional detail of the valve gear;Figs. 10 and 11, diagrams illustrating the position of the crank andconnecting-rod when the piston is at half-stroke. Referring to thedrawings, 13 is the bed or frame of the engine; 0, the cylinder; S, thesteamchest; G, the governor, which may be of any type suitable for anautomatic cutoff. S is the shaft; 0, the crank. P is the steampipe,having branches which connect with the two ends of the steam-chest; P,the exhaust pipe. The exterior form and arrangement of these parts, asshown in the drawings, may be departed from as in those respects, andalso in respect of the relation which they bear to each other in theorganized mechanism. They may be modified to adapt the engine to therequirements of the situation in which it may be placed and the work itis to perform without departing from the characteristic principles ofthe invention.

Motion is given to the induction and eduction valves gearing by means ofa pinion, 1, on the shaft, geared to a spur-wheel, 2, fixed to a shaftheld in suitable hearings on the en gine-frame. A duplex crank, 3, isfixed to the wheel or its shaft, and the rods 4 4 0011 nect with thecranks. The opposite ends of the rods connect with another duplex crank,5, fixed to the end of a shaft, 6, jonrnaled in suitable hearings in aframe, 7, erected on the bed of the engine adjacent to the cylinder. Thepurpose of this mechanism is to communicate the rotary motion of theshaft to the valvegear unchanged, and the object to be attained is togive a constant rotary motion to the valves.

a peculiar valve-gear, which will be described after the constructionand location of the valves have been given.

The oaZoe-chambera-Jnside the st-eanrchests is cast a valve-casing, 8,formed by a three This is accomplished by means of i part septum, twoparts of which spring from the cylinder and steam-chest, respectively,and the third or middle part springs from the other two. The cylindricalvalve-seat 9 is connected wit-h the last, either by casting it with theseptum or separately and fitting it to place. A chamber, 10, is thusformed between the valve-seat and the casing. This chamber terminatesshort of the ends of the valve seat, the casing being contracted at theends, so as to join the ends of the valve seat, and thus close thechamber and prevent the passage of steam back to the steam-chest. Thelower part of the chamber is shown in Fig.'3, and its length relativelyto the valve-seat is there clearly indicated. These chambers arepractically a prolongation of the induction-ports I, and hereinafterthey will be referred to as port chambers. A similar casing, 8, andvalve-seat 9 are cast under the eduction-ports E, and a similar chamber,10, connects with or forms a prolongation of the ports. (See Figs. 3 and4, Sheet II.)

The oaZocs.These are designated by the letters V V, the former inductionand the latter eduction valves. They are hollow cylinders internallybored true, but externally coned or tapered slightly from the stem ends,and they are fitted into the valve-seats, which-internally arecorrespondingly coned or tapered, so that the valves fit closely. Theobject in tapering or coning the valve-seats and valves is to obtain asteam-tight fitting of one within the other, and to maintain thiscondition without reboring. This is done by simply moving the valvelongitudinally when it becomes loose by wear. Owing to the constructionand mode of operation of the valves the wear is perfectly uniform, andit can be compensated for by merely moving the valves in the directionof their axes, and securing them in their new position by keying theirstems in the sleeves to which they are fastened, which will be referredto hereinafter. The larger end of the valves is provided withcross-arms, and from these project a stem, 11, which is carried througha suitable stuffing-box in the walls of the steamchest, and has its endinserted and fastened by a spline into a collared sleeve or box, 12,which is journaled in a suitable bearing in a bracket, 9, and has on itsexterior end or collar a crank, 18, which connects with the valvegear.Both induction and eduction valves are constructed in this manner andconnect by the same means with thevalve-gear. In the walls of the valvesare slots or openings h at equal intervals apart, (measuring on theperiphery,) which serve as passages for the steam. These slots may becontinuous lengthwise, or broken, as shown. Three equidistant openingsor lines of openings are shown; but it is obvious that the number may beincreased or diminished. The greater the number the slower the movementof the valve and the greater the area of the steam-passages. The objectssought are as large passages for the steam to the induction-ports as maybe consistent with a movement of the valve sufficiently rapid to preventwire-drawing. The valve-seats have corresponding openings in number,area, and relative position. IVhen the valves are in motion,the severalopenings in the valve-seat are opened simultaneously by the coming intoline of the corresponding openings in the valve. The steam passes fromthe steam-chest into the valve, and as both ends of the valve are open,the communication through the valve is perfectly free and the pressureof the steam on every exposed partof the valve is uniform, and thepressure upon the valve-seat through the several passages or openings islikewise equalized, as the openings are so placed that the pressure inone direction is met by a contrary opposing or counteractingpressure.The live steam surrounds the valvestem, and the lateral pressure uponthe bearings is practically uniform.

In the operation of the engine, the valve revolves and brings its pivotsor openings in line with the openings in the valve seat, the steampasses from the steam-chest through said openings into theport-chambers, and thence to the induction ports. The eduction-valves Vand valve-seats 9 are the same in construction as the induction valvesand valve-seats, and the valve-stems 11 connect with boxes 12 in thesame manner as the induction-valves, except, ofcourse,that the steampasses from the piston through the exhaustports to the chamber, thencethrough the openings in the valve-seat into the valve, thence out of thevalve to the exhaust-chamber and exhaust-pipe.

The oaZoe-gear.As before stated, the stems of the induction and eductionvalves are fast ened to collared sleeves 12 12, which are provided withcranks 13, and these cranks connect with the valve gear. This valve gearconsists of a quadrilateral frame, Q, at the angles of which areprojections 14, provided with suitable boxes which receive the pins ofcranks 13. The frame connects with its motor in the following manner: Acrankshaft, 15, isjour-.

naled at one end in a sleeve, 2', which projects from thecylinder-casing at a point equidistant from the valves, and at theopposite end has a bearing in a socket formed in the shaft 6. A crank,16, is formed in said shaft, and the pin of said crank is passed througha box, 17, Fig. 8, in the center of the frame Q. Thus connected, whenthe crank 16 revolves, the frame is carried with it and rotates, itscenter being carried around the center of the crank, whereby theprojections let are each made to move in a circular path the center ofwhich is the valve-stems, and by this movement the cranks 13 arerevolved and thence a constant rotary motion is communicated to theValves. The crank-shaftderives its motion from the shaft 6; but it'hasdirect connection therewith only through aclutch, R,which is shown indetail in Figs. 6, 7, and 9. This clutch also serves as reversingmechanism. It is constructed as follows: One member, 18, is

held by means of a spline to shaft 6, so as to revolve therewith, and atthe same time be movable lengthwise of the said shaft to a limitedextent, a suitable device being employed to move it. The other member,18, is placed on shaft 15 and fixed thereto. The latter has also aflanged locking plate, 19, connected with its rear face by bolts andnuts passed from the member through slotsj in the flange. Through themember 18 are made segmental slots 70, into which are placed removablesegmental chucks 20, which are shorter than the slots, and are held bybolts and nuts, the bolts passing'throughthelocking-plate. Thepoints orbayonets Z of the movable member of the clutch enter said segmentalslots between the ends of the chucks and the ends of the slots. Thelength of the slots is'such that by shifting the points or bayonets fromone end to the other the clutch is caused to operate the enginereversely-ethat is to say, it the valves are set to run the engine inone direction say from left to right, when the lefthand valve is openand the right closed, by changing the position of the valves and theclntchconneetions the operation is reversed. This shifting of theclutch-connection is effected automatically, after the changing of thechucks,in the following manner: The engine being brought to a stand, themovable member of the clutch is thrown back, out of connection with theother member. Thelocking plate being loosened it is turned until thechucks are moved suiticiently to be stopped by the ends of the slottoward which they are moved, whereupon the locking-plate is again madefast. By the movement of the chucks to one end the opposite ends of theslots are left open for engagement. It will be observed that theadjustment of the chucks is effected entirely by the locking-plate,whichis allowed by the presence of chucks the required distance to admitthe clutch-pins between its ends and one or the other ends of the slots.When this change or adjustment has been made, the valves are set bymeans of the handwheel W on shaft 15, and when they are in the properposit-ion to reverse the engine the clutch-pins enter the proper end ofthe slots. In order't-hat the en gagemeut of the two members of theclutch may be brought about automatically, the movable or shittingmember should be governed or controlled by a spring operating to retainit in coupling with the fixed member. It is obvious that instead ofsetting the valves directly in the manner above indicated the sameresult may be produced by turning the shifting member of the clutch,using the driving-wheel of the engine for that purpose.

The automatic cut-oyj.-This is illustrated in detail by Figs. 3, 4, and5, and in connection with the governor in Figs. 1 and 2. The cutoffvalves V are cylindrical and placed within the steam-valves, and byreferring to Figs. 3 and 4. it will be seen that they are in allrespects the same in construction as the steamvalves, having the samenumber of steampassages open at one end, and at the other, which is atthe open end of the steamvalve, having cross-arms, from which a stem,21, extends, which is carried through the side of the steamchest in asuitable stuffing-box, and terminates with a slotted arm, 22. Thesteamvalve serves as a seat for the cut-off valve, which turns orrotates freely within,but independent of, the steam-valve. The valvegearconsists of rods 23 28, each in two parts. connected by screw-couplings2st, and each rod connected at one end by apivot with the slotted arm 22on the valve stem 21, and at the other end with the pendent arm 25, of arocker fixed to one end of a shaft, 26, journaled in suitable bearingstransversely of the steamchest, and carrying at the opposite end the arm27 of the rocker, which in turn connects with the governor-rod 28.

Normally the openings in the cutoff valve coincide with the openings inthe valve-seat, as in Fig. 4, so that when the steam-valves arriveat theopen position the full area of port opening is reached; but when theengine is.

governor are attained to a degree which has heretofore been foundimpossible.

The equalizing of the cutoff for both strokes of the piston is effectedby means of the cutoffivalve gear. 13y reference to the diagram of thepiston, conuecting'rod, and crank, Fig. 10, it will be seen that whenrunning in the lCO IIO

direction of the arrow at the half-stroke the crank is at at, somedegrees to the left of the vertical line or the ninetydegree point,where it should be after moving one-half the distance required to makeone stroke of the piston. In

.other words. theoretically the crank should move through an arc ofninety degrees in making a half-stroke; practically it falls short of itsome degrees. This results from the angle of the connectiugrod to thepiston-rod at the end of the half stroke, whereby the connecting-rod isactually caused to move through a space greater than the length of thecrank while the latter moves through an arc of ninety degrees. Thecut-off mechanism can be adjusted to compensate for this difference ofposition on the forward stroke, but not for both, as if adjusted for oneit will not be for the other, and in that case the cut-off will takeplace too early. In the diagram it is seen that on the return stroke,when the piston reaches the halfstroke, the crank has passed thevertical or ninety-degree point, the same distance as on the forwardstroke it fell short of it, while the cut-off took place at a point, 7,short of ninety degrees, or too early, by the same amount that it wastoo late on the forward stroke. To compensate for this difference ofposition of the crank at the same piston position, and thus equalize thecut-off, I adjust the connection of the valve-gear with the valve, sothat one cut-off valve shall move in advance of the other, or morerapidly, to the extent of the difference between the piston position andthe crank position at the moment of cut-off.

The manner of adjusting the cut-off valves is immaterial, and it can bedone in various ways and by various means modified or adapted to thedifferent kinds of valves and engines to which it may be desired toapply the principle. In the present case I prefer to effect the desiredobject by the mechanism shown in Fig. 5. This consists in adj nsting thevalves by varying the length of the rods23 and changing the pivotalconnection of the same with the arms of the valve stems relatively tothe axes of the valves. For this purpose the arms 22 are provided withlongitudinal slots and the rods with screw-couplings 24, by which theymay be lengthened and shortened. By dropping the pivoted end of theright-hand rod, (which connects with the valve that cuts off for thereturn-stroke,) thus bringing it nearer the axis of the valve, andadjusting the rod to its new position, so that the valve will retain itsnormal position-which should be the same as the opposite valve when theengine is runningthe movement of the governorin the same space of timeor by the same movement of the rocker 25 will produce a greater movementof the left-hand valve than the righthand, owing to the greater arethrough which the pivoted end of the rod moves. The ad justment must besuclrthat when the engine is at rest both cut-off valves will occupy thesame relative posit-ions to their respective valve seats and thesteanrpassages therein.

Now, when the engine is in motion and running at the required speed, theaction of the governor will have the effect of moving the righthandvalve to a position that will cut off the steam exactly at the properpointsay halfstroke-although the crank will not have reached theninety-degree angle, and on the return stroke, on the other hand, thelefthand valve will not cut off until the crank passes the ninety-degreeangle far enough to carry the piston to the half-stroke. The adjustments can be made perfect experimentally, but cannot of course bedetermined beforehand forevcry kind of engine. Furthermore, when theengine is reversed the valve adjustment must be reversed.

The induction-valves are susceptible of the same adjustments for lap andlead that the slide-valve is capable of, these objects being attained bychanging the position of the val veopenings relatively to the openingsin the valveseat.

Details-The box 17 of the quadrilateral frame Q is composed of twoparts, at m,which have their top and bottom edges placed in groovesformed by flanges n n, bolted or formed in one with the frame andsecured therein by lateral bolts. The parts are provided with screwprojections 0, which connect by means of screw-couplings with studs ppon the opposite sides of the frame. The object of this construction isto brace the boxes against the lateral thrust and pull of the crank. Thesteam-chests may be connected together by the casing of the cylinder, sothat steam can flow from one to the other,

and thus it the admission into one be insufficient the deficiencyissupplied from the other.

When the engine is reversed, the cut-off is changed by connecting thegovernor-rod with the opposite end of the rocker 27.

I claim- 1. In steam-engines, the combination of a steam-chest,avalve-casi ng placed in said chest and inclosing a steam chamber thatforms a prolongation of the port leading into theqd: inder, ahollowcylindrical valve-seatprovided with lateral openings for the passage ofthe steam to the ports, a hollow cylindrical rotary valve having openends for the admission of steam from the steam'chest, and lateralopenings for the exit of the steam from the valve, and through which thesteam passes into the steam-ports, substantially as specified.

2. The combination of a steam-chest, a valve-casing placed inside saidchest and in* closing a steam-chamber that connects with the steam-portof the cylinder, a hollow cylindrical steanrvalve seat provided withlateral openings, a hollow cylindrical rotary valve having open ends forthe admission of steam to the interior of the "alve, and lateralopenings for the exit thereof, and a hollow cy-n lindrical cut-offvalveplaced inside thesteamvalve and having open ends and lateralopenings, said cut-off valve being moved independently of thesteam-valve, substantially as specified.

3. The combination, with the cylinder of a steam-engine, of the rotarycylindrical induction valve and cylindrical cut-off valveincasedtherein, the said valves being provided with open ends that communicatewith the steam chest, and a rotary cylindrical. exhaust-valve havingopen ends and lateral openings for the passage of the exhaust-steam intothe interior of the valve, and suitable mechanism for moving the saidvalves in harmony with each other, substantially as specified.

4. The combination of the rotary cylindrical induction-valves, the stems11, collared sleeve fixed to said stems and carrying the crank 13, thequadrilateral frame Q, shaft 15, carryinga crank which connects withframe Q, and suitable mechanism to connect shaft with the main shaft ofthe engine, substantially as specified.

5. The combination of the rotary cylindrical induction and exhaustvalves, having stems which connect with collared sleeve-bearingscarrying cranks 13, the frame Q, shaft 15, can rying a crank whichconnects with the frame Q, and suitable mechanism to connect shaft withthe main shaft of the engine, sub stantially as specified.

6. [he combination of the rotary cylindrical induction and exhaustvalves having stems which connect with the collared sleeves carryingcranks 13, the frame Q, shaft 15, and crank 16, suitableconnectionsbetween shaft 15 and duplex crank 5, the connecting rods at4, spur-wheel 2, and pinion 1, fixed to the main shaft S, substantiallyas specified.

7. The combination of the rotary cylindrical valves connected with thecrank 16 by suitable mechanism, the crank-shaft 15, journaled in sleeve1', and shaft 6, asuitable clutch to connect shaft 15 with shaft 6, andsuitable mechanism for connecting shaft 6 with the main shaft of theengine, substantially as specified.

8. The combination of the valves having stems provided with cranks whichare connected together by a frame, Q, placed on crank 16, thecrank-shaft 15, the shaft 6, connected with the main shaft of theengine, and a reversing clutch interposed between crankshafts 16 and 6,substantially as specified.

9. The combination, with the valves of a steamengine and the valve-gearconnecting the same with the main shaft S, of the reversing-clutch R,composed of the member 18 on shaft 6, provided with suitableclutch-pins, and the member 18 on shaft 16, having slots is for theclutch-pins, and movable chucks 20, for filling the space between theclutch-pins and the opposite ends of the slots, substan tially asspecified.

10. The combination, with the member 18, of the clutch R, having slotsis and the movable chucks 20, the flanged faceplate 19, pro

vided with slots connected with the member 18 by bolts for adj ustingthe chucks to change the valves, substantially as specified.

11. The combination of the induction and exhaust valves having stemswhich connect with sleeves carrying cranks 13, the quadrilateral frameQ, the shaft 15 and crank 16, the reversing-clutch R, the shaft 6,duplex crank 5, rods 4 4, spur-wheel 2, and pinion 1, fixed t0 the mainshaft S, substantially as specified.

12. The combination oftheinduction-valves, the cut-off valves providedwith suitable stems, slotted arms 22, connected with the stems,adjustable rods 28, rock-1evers and 26, and governor-rod 28,substantially as specified.

13. The combination, with the rotary cylindrical induction-valves, ofcylindrical cutoff valves placed inside the induction-valves at each endof the cylinder, a governor and governor-rod, and connections betweenthe cut-off valves and the governor-rod, said connections beingsusceptible of adj ustmcnt for the purpose of changing the positions ofthe cutoff valves independently of each other and setting said valves sothat the cutoff at one end of the cylinder will be later than thecut-off at the op posite end, substantially as specified.

14. The method herein described of equalizing the cutoff insteam-engines, consisting in changing the position of thegovernor-connections with the cutoff valves for the pur= pose of causingone cutoff valve to move in advance of the other, substantially asspecified.

In testimony that I claim the foregoing as my invention I have hereuntoset my hand this 9th day of December, 1886.

'WM. K. AUSTIN.

In presence of GEO. B. GOUGH, A. B. DODGE.

